Dec 9, 2016, 11:15 am
Last edit by: FlyHighInTheSky
https://www.united.com/web/en-US/content/travel/inflight/aircraft/777/300/default.aspx
UA Orders Boeing 777-300ERs / 77Ws w/ 1-2-1 Polaris Business, 3-4-3 Economy
Apr 25, 2015, 4:08 pm
#286
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No.
So UA is charging more to fly on the 787? [No.]
So UA is charging more to fly on the 787? [No.]
Apr 25, 2015, 4:32 pm
#287
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I don't understand what your point is here. My point was that the public doesn't seem to value a 787 seat more than a 777 seat and so it doesn't make sense for UA to spend more per seat to operate 787s rather than 777s. They should right-size their planes for their routes without regard to the advertised advantages in terms of cabin pressure, humidity, or window size.
Perhaps you're agreeing with that.
Perhaps you're agreeing with that.
Apr 25, 2015, 5:03 pm
#288
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I recall similar circumstances, when UA introduced the 777 in 1995++ .
Apr 25, 2015, 5:56 pm
#289
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one only needs to look at the slimline seats that are being installed on the NB aircraft to gauge current management's views on customer comfort. They don't care, so why would we believe they suddenly have a change of heart?
Apr 25, 2015, 10:04 pm
#290
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I don't understand what your point is here. My point was that the public doesn't seem to value a 787 seat more than a 777 seat and so it doesn't make sense for UA to spend more per seat to operate 787s rather than 777s. They should right-size their planes for their routes without regard to the advertised advantages in terms of cabin pressure, humidity, or window size.
Perhaps you're agreeing with that.
Perhaps you're agreeing with that.
Apr 26, 2015, 6:44 pm
#291
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Am I the only one on this thread that finds it odd that UA would trade away technologically advanced aircraft options (i.e. 789s) for planes with 20 year old technology (i.e. 777s ) ? I personally was excited about the 787 aircraft and all of the new options (higher air pressure, added humidity, bigger windows, ambient light, etc). Will the new 777s have any of these new technological options ??
Overall I am disappointed in the trade (777 for 787) decision, but the future for us travelers, especially those in international Y, is bleak.
Overall I am disappointed in the trade (777 for 787) decision, but the future for us travelers, especially those in international Y, is bleak.
I book 787s when I can, and having flown on 8-9 flights on them now, I've only had one delay of 2 hours, and that was just a couple of weeks before the worldwide grounding. The rest have been on time or (gasp!) early departures.
Last edited by IceTrojan; Apr 26, 2015 at 11:54 pm Reason: Mixed up DL's 744 plans with UA's
Apr 26, 2015, 7:16 pm
#292
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From a certain viewpoint, that's understandable. But UA is probably going to use the 77Ws to help accelerate the retirement of the 744s, so from that standpoint UA IS advancing technologically. While it would be fantastic to use the even-more-advanced 787's (like the -10) and 777X as replacements, those are several years off, while the 77Ws are here, (almost) now.
Apr 26, 2015, 8:17 pm
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Apr 26, 2015, 10:38 pm
#295
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Not necessary filling in the the missing 20 772 for conversion, unless there are schedules changes, 744 are supposed to start their retirement this year, 2 for this year, another 2 or 3 for 2016, slow retirement thru 2020.
Last edited by ORDnHKG; Apr 26, 2015 at 10:47 pm
Apr 26, 2015, 11:52 pm
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Apr 27, 2015, 7:58 am
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Just read Rainey's remarks about flipping the 87 for the 300ER. He mentioned one of their goals was "improving operational reliability." I know that is directly aimed at the aged 47 fleet, but I am curious about how reliable United's 87 fleet is these days. Improving rapidly? Presumably the -9s are showing better numbers as Boeing learns more about the aircraft class. How about compared to the 77 at this point in the respective fleet introductions?
Apr 27, 2015, 9:32 am
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The A35J is the plane that will fill in for the 747 retirements, those start to come on property in 2018.